SYDNEY’S RAIL FUTURE
Modernising Sydney’s Trains
June 2012
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
SYDNEY’S RAIL FUTURE
JUNE 2012
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
Sydney’s Rail Future
Modernising Sydney’s Trains
June 2012
ISBN: 978-1-922030-18-4
Copyright notice
© State of New South Wales through the
Director General of Transport for NSW, 2012.
Transport for NSW
18 Lee Street
Chippendale NSW 2008
2
Disclaimer
While every reasonable effort has been made to
ensure that this document is correct at the time of
printing, the State of NSW, its agents and employees,
disclaim any and all liability to any person in respect
of anything or the consequences of anything done or
omitted to be done in reliance upon the whole or any
part of this document.
SYDNEY’S RAIL FUTURE
JUNE 2012
CONTENTS
MINISTER’S MESSAGE 4
THE CHALLENGES
5
THE SOLUTION 10
PUTTING THE CUSTOMER FIRST
13
YOUR TRAIN LINE
15
WE LISTENED
21
ALTERNATIVE FUTURES CONSIDERED 22
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
3
SYDNEY’S RAIL FUTURE
JUNE 2012
MINISTER’S MESSAGE
The NSW Government has developed a plan to transform and
modernise Sydney’s rail network so that it can grow with our
Transport
MASTER
PLAN
population and meet the needs of customers into the future.
It is clear that Sydney’s rail system is reaching the limits of its
capability. At present, there are parts of the network where
20 trains are scheduled to run in the busiest peak hour but
frequently only 17 trains actually arrive during that same period.
Sydney’s
RAIL
FUTURE
This ageing and complex network cannot be expected to carry
more and more passengers. We simply do not have capacity for
the future.
Sydney’s rail system needs to be modernised.
Sydney’s Rail Future is a long term plan to increase the capacity of Sydney’s rail network through
investment in new services and upgrading of existing infrastructure. It is a plan to improve the customer’s
experience.
Work has already commenced to improve reliability and increase services across the network.
Significant technology investments and upgrades will see our community benefit from more reliable and
more frequent services.
We will introduce single deck, rapid transit trains on the North West Rail Link. Sydney will also have a
second crossing under the Harbour linking to a new CBD line and new stations, which will use rapid transit
services that will also eventually operate on the Bankstown line and to Hurstville on the Illawarra line.
This plan will eventually enable Sydney Trains to carry another 90,000 to 100,000 people per hour in the peak.
Sydney’s Rail Future is an integral part of the NSW Long Term Transport Master Plan. Last year we
committed to a program of consultation with the people of NSW and this strategy reflects the feedback
we received from thousands of people interested in seeing improvements to rail services in Sydney. We
also engaged with transport experts who provided invaluable input into the process.
The NSW Government is delivering this major rail program so that we can meet the challenges of a
growing population and deliver a world class service people want to use.
Gladys Berejiklian MP
Minister for Transport
4
SYDNEY’S RAIL FUTURE
JUNE 2012
THE CHALLENGES
A growing city
Sydney is a modern international city experiencing
As Figure 1 illustrates below, the Sydney CBD will
growth in population and employment. Sydney
remain the primary employment centre, and the
currently has a population of about 4.6 million,
global economic corridor, including Macquarie
but this is projected to grow significantly over the
Park, North Shore, CBD and the Sydney Airport,
coming years to 5.1 million by 2021 and 6 million by
will account for about a third of the employment
2031. Driven by population growth, employment
opportunity in Sydney.
in Sydney is expected to increase from its current
Sydney’s
RAIL
FUTURE
This growth is going to place pressure on a rail
level of 2.1 million workers to 2.6 million by 2031.
Transport
MASTER
PLAN
system already straining to cope with current
demand from years of under investment.
Figure 1: Major employment centres Sydney 2031
N
NORTH WEST
GROWTH CENTRE
12K
Norwest
Castle Hill
13K
30K
31K
Penrith
Hornsby
12K
Rouse
Hill
Mount
Druitt
16K
Penrith
Education and Health
17K
Frenchs
Forest
Blacktown
Macquarie
Park
21K
Westmead
Parramatta
Prairiewood
Sydney
Olympic
Park
39K
14K
61K
Chatswood
58K
Rhodes
70K
Dee Why
Brookvale
31K
St Leonards
North Sydney
23K
Sydney
13K
Fairfield
14K
Burwood
Bondi Junction
Green Square
31K
SOUTH WEST
GROWTH CENTRE
Liverpool
20K
16K
14K
Bankstown
454K
Randwick
Education and Health
17K
Sydney Airport
Bankstown AirportMilperra
12K
13K
17K
Leppington
56K
Kogarah
16K
Port Botany
Hurstville
Sutherland
25K
Campbelltown
Macarthur
0
2
4
6
8
10 km
Source: Transport for NSW
5
SYDNEY’S RAIL FUTURE
JUNE 2012
Capability
Transport
MASTER
PLAN
We cannot expect to continue to carry more and more passengers on a rail network that has not
fundamentally changed for many decades. Even today, there are parts of the network where the daily
task of transporting people is asking too much of a system that has been built over a period of more than
150 years. Sydney’s
RAIL
FUTURE
•• Crowded trains with 3 by 2 seating
Comparing Sydney’s rail system to major world
cities shows that we have pushed the complex
arrangements, which are slow to load and
two-door double deck network further than any
unload, resulting in long ‘dwell times’ (the time
other operator.
a train needs to stop in a station for passengers
to board and alight).
The ageing and complex system has a number
•• Crowded stations that rely on stairs instead of
of ‘bottlenecks’ that effectively slow the whole
network down:
escalators as the principal means of accessing
platforms and concourse levels.
•• Large numbers of junctions – trains converge
•• Narrow platforms in busy CBD stations, which
on the same line and must cross at ‘junctions’.
hinder passenger flow between trains and
•• Complex train timetables that demand trains
stairs and make it difficult for customers on the
with different service patterns share the same
platform to make way for passengers alighting
line, which can result in slower trains delaying
from trains.
fast and express trains.
•• Traditional signalling technology, which
impedes optimised train running and maximum
utilisation of line capacity.
Example of Sydney’s complexity: Western line peak morning traffic
The Western line is Sydney’s most heavily used and least reliable line. As shown in Figure 2 the Western
line is complex to operate. It has 12 key bottlenecks where trains have to merge tracks with other lines,
wait for opposing trains to cross, or face delays due to slow boarding and alighting at key stations.
Figure 2: Complexities on the Western line – bottlenecks
AM PEAK
Hornsby
Richmond
line merges
Carlingford
Empty train to
Flemington
car siding
crosses inbound
trains
Schofields
Penrith
Emu
Plains
1
Blue Mountains /
West Suburban
merge
6
North Sydney
5
2
St Marys Blacktown
Chatswood
Epping
Town Hall
Flemington
Parramatta
12
Wynyard
Central
11
10
Granville
3
South line
merges with
Western line
Lidcombe
4
Homebush Strathfield
6
7
Ashfield
8
Illawarra Redfern
Junction
9
Merge of CountryLink Homebush Strathfield
Illawarra
Bankstown
trains
flat junction merge and merge and
with Western
cross
crossing
flat junction conflicting
line
inbound
crossing
crossing
trains
Empty train
to North
Sydney
car siding
Extended
platform
dwells at
Town Hall
and
Central
SYDNEY’S RAIL FUTURE
JUNE 2012
Capacity
The closer we get to the capacity of the system, the less reliable it will be and the less it will meet the
needs and expectations of rail customers.
Transport
MASTER
PLAN
Sydney’s rail network faces a number of capacity challenges:
•• There are parts of the rail network, such as the
•• Without action, the capacity will be reached
Western line, where 20 trains are scheduled
much sooner. This will mean that most lines
to run in the peak hour, yet frequently only
running through the network will experience
17 trains actually arrive during that same period.
overcrowding, with the most affected areas
Sydney’s
RAIL
FUTURE
being on the already heavily used lines coming
•• As reliability challenges have increased, journey
into the CBD from the West and North Shore.
times by rail have been increased – indeed,
•• The Government is adding new services to
journeys on many lines are between 10 per cent
and 20 per cent slower today than in 1992.
the network through the North West Rail Link
and the South West Rail Link. This requires
•• On current projections, if we simply do the
additional capacity on the rest of the system,
minimum with the rail network and allow
and in particular, into the CBD.
for modest increases in capacity alongside
committed rail projects, the network will run
out of capacity at some point during the mid
to late 2020s – this means that most lines
running through the network will experience
overcrowding.
Illawarra merge and conflicting crossing – trains in the busiest hour
8 trains
15 trains
Up Main
To Central
9 trains
Down Main
12 trains
Up Suburban
14 trains
Down Suburban
7
1t
8 trains
tr
ai
ns
From Central
ra
in
19 trains
To Central
15 trains
From Central
7
SYDNEY’S RAIL FUTURE
JUNE 2012
Figure 3: Forecast network performance 2031 – without a second Harbour Crossing and new CBD line
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
Source: Transport for NSW
Figure 3 shows that by 2031 if major capacity improvements are not made, the CBD, Western, Northern,
North Shore, Bankstown, East Hills and Airport lines and North West Rail Link will reach crowding levels
during the morning peak period that are deemed ‘high’ or above. This suggests that these lines will reach
maximum capacity limits or even exceed capacity.
8
SYDNEY’S RAIL FUTURE
JUNE 2012
Figure 4: Passenger movements at main CBD stations AM peak hour – comparison 2011 and 2031
Do Minimum 2031
Wynyard
Base Year 2011
Transport
MASTER
PLAN
Town Hall
Sydney’s
RAIL
FUTURE
Central
0
10,000
20,000
30,000
40,000
50,000
60,000
Passengers per hour
Source: Transport for NSW
CBD congestion
employment is forecast to rise from an estimated
Without improvements, the CBD will experience
Wynyard Walk, now under construction, will allow
significantly higher levels of congestion by 2031, as
workers to walk between Wynyard Station and
almost half of morning peak travel has a CBD station
Barangaroo. The current train network is not set
as its destination. Therefore, the expected growth in
up to deal with the extra commuters trying to get
travel to the CBD is linked to the growth in demand
to work at Barangaroo.
8,000 in 2016 to more than 20,000 in 2031. The
across the various rail lines. Figure 4 shows the
forecast increase in passenger movements, including
boarding, alighting and interchange, through the main
CBD stations in 2031 as a result of this increase in rail
trips. By 2031 each of the three busiest CBD stations
are expected to experience an increase of more than
an additional 10,000 passengers per hour in the peak.
Suburban bottlenecks
The Western and North Shore lines are the key
bottlenecks of the network, as these lines have the
highest level of interchange and station congestion
in the CBD. A congested platform at Town Hall can
create flow on delays at Blacktown and Penrith.
Barangaroo
Growth in South Western Sydney and in the Sydney
At the new Barangaroo development alone
the East Hills line which must share track through
– the closest CBD rail station being Wynyard –
the CBD with the busy Bankstown line.
Airport Precinct will place increasing pressure on
9
SYDNEY’S RAIL FUTURE
JUNE 2012
THE SOLUTION – SYDNEY’S RAIL FUTURE
Sydney’s rail system needs to be modernised. The challenge posed by the complex ageing system means
Transport
MASTER
PLAN
that the current network cannot grow sufficiently to meet forecast demand. The current network does
not deliver what customers want – shorter journey times and services that are more regular, more reliable
and tailored to different customer needs.
Services tailored to customer needs
Sydney’s
RAIL
FUTURE
In line with the approach of focusing specifically on the different needs of customers, Sydney’s Rail
Future will deliver a three-tiered system to respond to changing customer needs.
TIER 1:
Rapid Transit
TIER 2:
Suburban
TIER 3:
Intercity
•• Frequent ‘turn up and go’
•• Timetabled
•• Timetabled services
services without the need
services
for consulting a timetable
•• Double deck
•• Fast single deck trains, with
trains with
plenty of seats, more doors,
more seats
designed for easy boarding
per train.
and alighting.
•• Double deck trains for Central Coast,
Newcastle, Wollongong and Blue Mountains
services
•• Comfortable services for long distance
commute and leisure travel with on-board
facilities for improved customer convenience.
Whole-of-network approach
Fixing the Trains Program
A whole-of-network approach has been taken
Over the next 12 to 18 months, RailCorp will be
to long term planning for Sydney’s Rail Future. It
restructured into Sydney Trains and NSW Trains,
has closely analysed anticipated future demand
allowing each of the two new organisations to
across the network to identify areas requiring
focus on delivering tailored services to their
significant capacity increases. Change will not be
distinct customer segments.
delivered overnight. The implementation of the
strategy will unfold over the next 20 years through
the implementation of a long term program of
service improvements, capital works and network
upgrades.
Sydney Trains will serve customers who need
quick, frequent and reliable trains in the
metropolitan area.
NSW Trains will serve intercity, regional and
country customers who travel longer distances
Practical and cost
efficient plan
New investment and modifications to existing
infrastructure will be the most efficient way to
modernise Sydney’s rail network. Existing lines
will undergo significant enhancements, such as
Automatic Train Operation (ATO) that will improve
capacity and performance. ATO does not mean
driverless trains. ATO is a technique to improve
the way trains accelerate and brake at stations to
enable more trains on the line. The rapid transit
lines will use single deck trains, which will also
have ATO.
10
and need comfortable and reliable services with
on-board facilities.
SYDNEY’S RAIL FUTURE
JUNE 2012
Figure 5: Sydney’s Rail Future – A Three Tier Railway
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
Rapid Transit Network (Single Deck)
Suburban Network (Double Deck)
InterCity (Double Deck) and Regional Disel
11
SYDNEY’S RAIL FUTURE
JUNE 2012
THE FIVE STAGES OF SYDNEY’S RAIL FUTURE
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
1
Operational
efficiencies
•• Timetable overhaul to introduce standardised and regular ‘clockface’
stopping patterns, more express services
•• Significantly improved dwell management, with better management of
door closure
•• Platform de-cluttering to allow clear passenger entrance and exit
•• Better incident recovery management through improved operational
processes.
2
Network
efficiencies
•• Completion of South West Rail Link, station upgrades and Rail Clearways
projects
•• Introduction of even simpler timetables across the network
•• Introduction of Automatic Train Operations
•• Transition to dedicated fleet types for some lines
•• Track infrastructure enhancement
•• Platform re-design.
3
New rapid
transit system
•• Rapid transit trains are used to offer a comfortable, frequent, fast and
high capacity link to busy inner areas
•• Completion of the North West Rail Link and procurement of rolling stock
for the new rapid transit single deck train system initially operating
between the North West and Chatswood, with a cross-platform
interchange to suburban services for those customers travelling to the CBD
•• There will be a train from Chatswood to the CBD every three minutes in
peak periods
•• In line with the North West Rail link, upgrade of the Epping to Chatswood
Rail Link to a high capacity rapid transit system.
4
Second Harbour
Crossing
•• Completion of a new tunnel under the Harbour and a new Sydney CBD line,
allowing services from the North West Rail Link to extend directly to the
Sydney CBD
•• The second Harbour Crossing will create the largest increase in capacity to
the Sydney rail network for 80 years
•• Untangling the CBD enables major capacity increases on the Western line.
5
Southern sector
conversion
12
•• Extension of the new single deck service to Bankstown and Hurstville
•• Continue major timetable changes to the existing suburban services to
continue major capacity increases to the South West and Western Sydney
•• Better express services introduced due to separation from rapid transit.
SYDNEY’S RAIL FUTURE
JUNE 2012
PUTTING THE CUSTOMER FIRST
The NSW Government is committed to putting
the customer first. Driving this strategy is a
commitment to:
•• Creating a more reliable service
•• Getting Sydneysiders to work on time
•• Maintaining a safe, clean and comfortable
commuting environment
•• Running more services
•• Reducing travel times.
The future customer experience
Sydney’s Rail Future is a
modern approach that will
accommodate population
growth and ensure that the rail
system provides an efficient
and reliable backbone to the
public transport system into
the future.
Sydney’s Rail Future will positively influence
Modern passenger information
systems – integrated ticketing
customers’ experience of the rail network.
Real-time information will be provided at
People travelling along the corridors linking the
north west, the global economic corridor and
the Bankstown and Illawarra lines will be able to
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
stations by introducing more modern passenger
information systems.
‘turn up and go’ without consulting a timetable.
High-quality facilities will be put in place through an
Passengers travelling on other lines will have access
ongoing program of upgrades and redevelopment,
to suburban or intercity services, with improved
including the construction of new car parks and
reliability and additional services that will be greatly
improvement of lighting and other safety features
enhanced by a range of technological innovations.
at stations, as outlined in the Transport Access
Program. Integrated ticketing will also make it
Interchange
Some customers may need to interchange more
easier for customers to switch transport modes.
the inconvenience of interchange, as customers
WHAT IS THE TRANSPORT
ACCESS PROGRAM?
will not need to wait long for a connecting service.
The Transport Access Program is a new initiative
Customers will in most cases be able to board the
to provide a better experience for public
next train arriving at their platform in busy CBD
transport customers by delivering accessible,
stations. They will not have to wait at crowded CBD
modern, secure and integrated transport
stations for what may be the third or fourth train.
infrastructure where it is needed most. The
Overall journey times will be reduced.
NSW Government has made available more
than they currently do, but increased frequency of
services on the new rapid transit system will reduce
than $770 million over four years to build key
Safety
facilities and undertake much needed upgrade
works at stations and interchanges.
All new train carriages will be fitted with security
The program aims to provide: cameras and there will be improved lighting at
•• Accessible stations
stations and car parks.
An alternative to cars
More services will be available throughout the day
on many lines, giving customers real alternatives to
•• Modern, efficient interchanges •• Commuter car parking
•• Safety improvements, such as extra lighting,
help points and other security measures
•• Signage improvements.
using their car or other transport modes.
13
SYDNEY’S RAIL FUTURE
JUNE 2012
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
KEY CUSTOMER BENEFITS – SYDNEY’S RAIL FUTURE
Faster more reliable services
Increased capacity
•• Timetable improvements – less crossings
at busy junctions
•• More than a 60 per cent increase in services
•• Major technological advancements, like
Automatic Train Protection (ATP) and
Automatic Train Operation (ATO)
•• Improvements to platform efficiency and
design
•• Reduction in the time trains are stalled at
stations - ‘dwell time’.
A new rapid transit system
•• A rapid-transit, high capacity, fast single deck
train every five minutes, providing access
to key destination points through Sydney’s
major employment and education centres
•• Rapid transit services for Hurstville,
Bankstown, the lower North Shore, Epping to
Chatswood and the North West Rail Link
•• A new high capacity service in the CBD
•• No timetable required on rapid transit system
– turn up and go
•• Reliable with new infrastructure and
technology.
14
to the Sydney CBD, representing the
biggest step change in capacity since the
construction of the Harbour Bridge and city
underground railway - an increase of up to
75 services over today’s busiest peak hour
•• Ability to carry an additional 90,000 to
100,000 people per hour in the peak
•• Major capacity improvements across the
network with increases in the peak of
more than:
–– 60 additional trains across the Harbour
and through the CBD (30 each direction)
–– Up to 14 additional trains on the Western line.
Improved amenities
•• Greater customer information through
countdown clocks and screens
•• Modern, clean and spacious new CBD
stations
•• Transport Access Program – accessible
stations, modern efficient interchanges,
safety and signage improvements.
SYDNEY’S RAIL FUTURE
JUNE 2012
YOUR TRAIN LINE
Sydney’s Rail Future will modernise our train services, extending their reach and capacity. Benefits will be
noticeable with the new 2013 timetable and will progressively continue in the following years.
Transport
MASTER
PLAN
New Harbour Crossing and
new CBD line
Sydney’s Rail Future removes bottlenecks
The new Harbour Crossing and new CBD line will
trains are sharing and merging across lines,
deliver a step change for Sydney’s rail services.
causing delays and reducing capacity and the
It will provide the foundation for a 60 per cent
ability to run more trains.
and it enables trains on the Western line to be
separated onto three dedicated lines. Currently
Sydney’s
RAIL
FUTURE
increase in the number of trains that can run during
the busiest and most congested times. This will
represent an increase of around 75 services over
today’s busiest peak hour.
Benefits all customers
The new Harbour Crossing and new CBD line
will benefit all customers, not just those who
Additional capacity
commute across the Harbour and into the CBD.
This additional capacity will enable Sydney Trains to
heavily used transit corridor will allow for a
carry another 90,000 to 100,000 people per hour
reduction in the network’s complexity that will
in the peak, delivering sufficient capacity to serve
benefit services on all lines, because, for example,
Sydney well into the future. Improved timetables,
trains at Parramatta or Chatswood will not be
upgraded stations and advanced signalling systems
delayed by conflicting train movements at the
will help to maximise the utilisation of new and
Homebush, Strathfield or Redfern junctions.
existing tracks and deliver reliable services across
Reducing these bottlenecks frees up capacity
the entire Sydney Trains network.
across the Sydney Trains network.
The additional capacity through Sydney’s most
A SECOND HARBOUR CROSSING AND
NEW CBD LINE WILL:
•• Unlock the CBD bottleneck and enable more services from the West, South West, Illawarra,
Bankstown, North Shore and the North West
•• Provide an extra 60 train services per hour through the CBD
•• Create the largest increase in capacity to the Sydney rail network for 80 years
•• Build new train stations relieving pressure on existing crowded platforms in the CBD
•• Enable better connections to employment opportunities across Sydney.
15
SYDNEY’S RAIL FUTURE
JUNE 2012
Figure 6 – Your train line
e
Transport
MASTER
ENTS PLAN
Rapid transit tier
To Gosford
Intercity and Suburban tiers
ts across Sydney
Central Coast
Hornsby
Main North
North Shore
Richmond
d
Cudgegong
Road
at
sw
oo
s to CBD
Sydney’s
ak hour
trains
RAIL
n hour
in
peak
FUTURE
North West Rail Link
Epping
mlining services
ns an hour
mprove customer access
ined services
Rail Link
Ch
ts
To Blue
Mountains
Blacktown
Carlingford
North Sydney
Penrith
Blue Mountains
Parramatta
Strathfield
Central
Redfern
Bondi
Junction
Lidcombe
Bankstown
West / Inner West
Sydenham
LE-DECK TRAINS
Bankstown
Liverpool
ve minutes
ol
W
Hurstville
k
South West / East Hills
ee
Cr
d
el
nfi
li
le
G
Leppington
Hurstville / Illawarra
Hall and Wynyard
k
To Goulburn
d
metables
16
Eastern Suburbs
To Wollongong
South Coast
SYDNEY’S RAIL FUTURE
JUNE 2012
Under the new three tier system each line will benefit as follows:
Transport
MASTER
PLAN
Tier 1: Rapid Transit
North West Rail Link
•• Rapid transit services, initially 12 trains per
hour during peak periods (a train every five
North Shore
minutes in peak periods) will be operated with
•• Peak period services will increase from the
new generation single deck trains, advanced
current 18 trains per hour to 20 trains per hour
signalling and dedicated track.
prior to the new Harbour Crossing.
•• The North West Rail Link trains will provide
Harbour Crossing is delivered, offering a higher
relates to a journey time saving of 10 per cent.
capacity route from the North Shore to the CBD
The trains will be fast, safe and highly reliable.
and to Sydney’s South.
convenience with high service frequency.
•• The Macquarie Park and University area will
•• The new rapid transit service will also enable
journey time savings of up to eight minutes
between Chatswood and the CBD using the new
move from the current service of a train every
Harbour Crossing, an improvement of 35 per
15 minutes to a train every five minutes – from
cent over the current 23 minute journey.
four trains per hour to 12 trains per hour. •• There will be a high frequency service to cater
RAIL
FUTURE
•• Demand on this line will ease once the new
faster services than a double deck service. This
Services will be intuitive, offering turn up and go
Sydney’s
•• The additional capacity will lead to a significant
improvement of rail services on the North Shore
for the large number of customers getting
and allow for up to an additional 30 trains from
on and off at employment, commercial and
the North Shore in the longer term.
educational centres between Rouse Hill and
Chatswood, as well as along the lower North
Shore towards the CBD.
17
SYDNEY’S RAIL FUTURE
JUNE 2012
Bankstown
Transport
MASTER
PLAN
•• The Bankstown line will receive new services in
peak times from 2013.
•• With a new turnback at Lidcombe opening in
2013, Bankstown line trains will no longer get
caught up with the Western line, improving
Sydney’s
RAIL
FUTURE
reliability for both Bankstown and Western line
services.
•• The Bankstown line will be converted for rapid
transit trains, allowing the introduction of faster
services with ‘turn up and go’ convenience for
commuters with services more than doubling
after connection to the new rapid transit system.
Illawarra line/Hurstville
•• Services will be better managed to avoid the
current situation where some of the all-stop
trains have fewer passengers while faster trains
are overcrowded.
•• In the longer term, the stations from Hurstville
to Wolli Creek will be connected to the rapid
transit sector and provide a frequent and rapid
connection across to the North Shore and allow
up to an additional 10 trains per hour.
18
WHAT ARE RAPID
TRANSIT TRAINS?
Rapid transit trains are used to offer a
comfortable, frequent, fast and high
capacity link between suburban regions
and busy inner city areas using single deck
rolling stock.
Sydney’s future rapid transit trains are
expected to have the following features:
•• Three or more doors per side per carriage,
allowing fast boarding and alighting
•• Level access between platform and train
with reduced platform gap
•• A mixture of seating areas, delivering a
relatively high number of seats
•• Wide, open walkways between carriages
•• A fully air-conditioned passenger
environment
•• A modern passenger information system
and train control systems.
SYDNEY’S RAIL FUTURE
JUNE 2012
Tier 2: Suburban
West and Inner West
•• In the first stage of the strategy, service
frequency on the busiest of the three Western
lines will be reliably operated at 20 trains
per hour. This will be achieved by reducing
complexity, implementing better train
management and reducing the ‘dwell’ time of
•• Following the opening of the Homebush
turnback and the introduction of new trains,
the Inner West line will see the introduction of
a reliable timetable offering higher frequency
services. These measures will eliminate the
20 minute service gaps that can occur at some
stations during peak periods.
Sydney’s
Main North
trains at stations with crowded platforms.
•• Service frequency on the North West Rail Link
•• Later stages – which will introduce advanced
substantially, from a peak service of a train
signalling technology, including automatic train
protection and Automatic Train Operation –
will allow for the operation of extra services
on the busiest lines. Station upgrades will also
be required to accommodate the additional
demand on platforms and in stations.
•• Eventually, with a second Harbour Crossing and
CBD line and better utilisation of all three lines
into the city from the west, capacity to the CBD
will increase by up to 14 trains per hour along
the Western lines, an increase of 35 per cent on
today’s level.
•• Commencement of North West Rail Link
services will enable several thousand peak
period customers from places such as Seven
Hills and Richmond to choose the North West
Rail Link, easing congestion and overcrowding
on Western line trains.
•• Greater emphasis will be placed on express
services from the city to Parramatta,
Blacktown and Penrith and more efficient
every 15 minutes to a train every five minutes.
•• Two additional trains to service the busy
North Strathfield to Rhodes corridor will be
introduced in the shorter term. In the longer
term, additional services will be added in line
with demand.
South West and East Hills
•• Sydney’s south west will see an increase in
train services with the commencement of the
2013 timetable.
•• New trains will be added to this part of the
network and the Kingsgrove to Revesby
quadruplication will become operational. This
new track will separate express and all-station
trains, which will increase service reliability.
•• The opening of the South West Rail Link in 2016
will see a significant improvement to south west
services.
•• Upgrades to the power supply and safety
aspects of the Airport line will allow for services
transport modes and services.
from Holsworthy, Glenfield and the South
Liverpool and the south west, with all-day,
frequent and reliable Cumberland services.
Services will be faster with a fleet of modern
trains, which feature improved acceleration and
braking performance compared to the older
non-air-conditioned rolling stock.
RAIL
FUTURE
and Epping to Chatswood Rail Link will increase
interchanges at these main stations to other
•• Parramatta will be better connected to
Transport
MASTER
PLAN
West to be doubled from the current eight to
up to 16 services per hour, to meet the needs
of the growing South West Growth Centre and
Campbelltown region. With the addition of
Revesby services, this will allow a total of 20
services per hour through the Airport line.
Eastern Suburbs
•• Train service frequency will also be improved,
with two additional services to be provided in
the peak.
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SYDNEY’S RAIL FUTURE
JUNE 2012
Tier 3: Intercity
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
Blue Mountains
South Coast
•• Modern signalling technology on the Main
•• Modern signalling technology on the South
Western line will allow trains to run faster and
Coast line will allow trains to run faster and
improve service reliability, reducing journey
improve service reliability, reducing journey
times from the Blue Mountains to Sydney CBD
times with express stopping patterns in
with express stopping patterns in peak periods.
peak periods.
•• Future Intercity trains will focus specifically
•• Future Intercity trains will focus specifically
on the needs of longer distance customers
on the needs of longer distance customers
and will not simply be slightly modified short
and will not simply be slightly modified short
distance trains.
distance trains.
•• Trains into Sydney Central will be lengthened as
demand requires.
Central Coast
•• New timetables will reduce overall journey
times from Newcastle and Central Coast.
•• The completion of works on the Northern
Sydney Freight Corridor will see reduced
interaction between freight and passenger
services and more reliable operation.
•• The creation of NSW Trains will see a stronger
customer focus on these longer trips.
•• Future Intercity trains will focus specifically on
the needs of longer distance customers.
Figure 7: Sydney’s Rail Future – Passenger movements at main CBD stations AM peak hour – comparison
2011 Base Year
Wynyard
2031 Do Minimum
2031 Sydney’s Rail Future
(New platforms at
Central and new
stations in the CBD)
Town Hall
Central
0
10,000
20,000
30,000
40,000
Passengers per hour
20
50,000
60,000
SYDNEY’S RAIL FUTURE
JUNE 2012
WE LISTENED
NSW Long Term
Transport Master Plan
Consultation
Sydney’s Rail Future is a key element of the NSW
industry and transport experts extensively through
Long Term Transport Master Plan. The Draft
NSW Long Term Transport Master Plan will be
The NSW Government has consulted the public,
the NSW Long Term Transport Master Plan. The
contributions have been highly valued and have
released in the near future.
informed Sydney’s Rail Future.
The development of the NSW Long Term
Specific suggestions were made through the
Transport Master Plan is a 12 month process
consultation process to improve rail services,
involving comprehensive consultation across the
including:
State designed to identify a clear framework for
•• Investing in the existing rail network to prevent
transport planning over the next twenty years.
So far the consultation process has included:
•• A launch attended by more than 130 key
stakeholders across business, community,
customers, government and industry
•• 8000 downloads of the NSW Long Term
Transport Master Plan Discussion Paper and
1200 submissions from the public, industry and
experts
•• 14 Regional Forums held across NSW between
February and May this year, attended by more
than 1000 people
•• 55,000 visits to the website.
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
a deterioration in service quality
•• Amending the timing of services to improve
modal linkages
•• Increasing the number of services in peak and
off-peak times
•• Developing incentives to attract rail patronage
•• Expanding the rail network to promote social
equity and provide greater access
•• Delivering a rail service that is comfortable,
efficient, reliable, safe and affordable
•• Clearly defining performance and delivery
standards to the community
•• Improving the amenity of stations to create an
inviting and safe environment
Rail Advisory Committee
•• Building more park-and-ride facilities at stations
The NSW Government formed The Rail Advisory
•• Investing in a rapid transit system to move
Committee in 2012 to provide advice and feedback
passengers around the CBD and using heavy rail
to Transport for NSW about the rail strategy.
to bring passengers into the CBD from longer
Its membership comprises key stakeholders,
recognised rail experts, academics, rail and
transport commentators and international experts.
The Committee engaged in discussion and the
exchange of information on topics related to the
development of a long term rail strategy and is
assisting the project team in identifying key issues
related to rail service provision.
distances
•• Supporting the rail network with feeder bus
services
•• Investing in heavy rail as the most effective
transport mode to move a growing population.
Research conducted with Sydney rail commuters
identified their top three service requirements:
•• Time: Customers stated that more frequent and
reliable trains followed by faster journey times
are by far the most significant priorities
•• Comfort: Air conditioning and seat availability
are the most noted priorities
•• Safety: Customers ranked safety on the train as
the highest priority ahead of safety on the train
stations.
21
SYDNEY’S RAIL FUTURE
JUNE 2012
ALTERNATIVE FUTURES CONSIDERED –
HOW THE DECISION WAS MADE
The positive benefits of Sydney’s Rail Future,
Transport
MASTER
PLAN
as described earlier in this document, were
developed after an exhaustive and intensive
program of research over a period of twelve
months. This section explains how key decisions
were arrived at and the other broad options that
were considered prior to the adoption of Sydney’s
Sydney’s
RAIL
FUTURE
Rail planning
Planning and implementing rail strategies are not
a short-term, ad-hoc process. Rail infrastructure
– such as tunnels, bridges, stations and track
alignment – usually have a lifetime in excess of
a century. Decisions made back in 1930 have
Rail Future.
an impact on us today, and decisions we make
The development of Sydney’s Rail Future was
100 years from now. In planning for the future,
based on a whole-of-network approach to
addressing current and future challenges and
providing strategic direction for solutions.
Sydney’s Rail Future does not focus on new shortterm projects – rather, it provides guidance on the
strategy that will best meet future rail demand and
provide the highest quality customer service while
maximising the value of existing rail infrastructure
and assets.
today will influence how Sydney will live and work
we are not starting over – the cost of new rail
infrastructure demands that we maximise the
use of existing assets before considering the
construction of additional rail lines.
Strategic decision framework
To guide the planning decision making process,
Transport for NSW created the ‘decision tree’, a
The NSW Government considered up to 15
framework for the assessment of four main options
different options for the future of Sydney’s rail
(including the preferred option) for the future of
system, which were ultimately grouped into four
Sydney’s rail system, as shown in Figure 8.
broad options. Careful analysis was conducted on
the main alternatives, in particular key benefits and
risks of each option and their performance against
five key criteria.
CRITERIA FOR ASSESSMENT
The way in which new capacity is added in the coming years will fundamentally shape the rail
network’s long-term evolution. To ensure that investment in new services and new infrastructure
meets long-term performance requirements, the four key options outlined in Figure 8 have been
assessed against five key criteria:
1. Customer focus
Delivery of high-quality, customer-centric services that prioritise
timeliness, safety and security, and comfort
2.Network capacity
Provision and management of capacity to match future population
growth and meet increased demand for passenger rail travel where it is
needed most
3. Network resilience
Improvement of on-time running performance and sectorisation, and
reduction of incident occurrence rate
4.Delivery risk
Feasibility of construction, and risks in implementation
5.Cost effectiveness
Delivery of value for money, taking into account capital costs and wholeof-life costs, including operations and maintenance.
22
SYDNEY’S RAIL FUTURE
JUNE 2012
Figure 8: Decision tree
Sydney’s Rail Future Master Planning Decision Tree
Key Decision 1
Transport
Key Decision 2
The Suburban Option
MASTER
PLAN
Existing all double deck
Network with new CBD
rail capacity and
new Harbour Crossing
Suburban
Service
Sydney’s
The Rebuild Option
Existing
Harbour
Crossing
Suburban Double Deck
or Differentiated
Single and Double Deck
System
Differentiated
Service
Existing
Convert existing
Harbour Crossing or
build new Harbour Crossing
New
Harbour
Crossing
Existing Network
or
Independent Network
RAIL
FUTURE
Existing Network
with new CBD rail
capacity converted and
Harbour Crossing
Sydney’s Rail Future Preferred Option
Existing Network
with new CBD rail
capacity and
new Harbour Crossing
The Independent
Transit System Option
Independent Network
with new CBD rail
capacity and
new Harbour Crossing
Independent
Network
Main options considered
The following options were considered and rejected in favour of the preferred option – Sydney’s Rail
Future. The key features of these three options, and why they were rejected, are detailed below:
A) Suburban Option
•• Continuation of an entirely double deck railway
on the existing network, including a second
•• The North Shore and East Hills lines would be
the main beneficiaries of the Suburban Option.
Benefits for the West and Illawarra (Sutherland)
Harbour Crossing and new CBD rail capacity.
would be limited and would require further
•• This new infrastructure would be integrated into
difference to services on the Western and
the existing Sydney rail network and operate
with all double deck trains with a focus on
seated capacity and timetabled services.
•• The Suburban Option would rely on the current
investment to make a more than incremental
Illawarra lines.
•• The Suburban Option does not offer the
flexibility, customer focus and improved
economic performance of the preferred
technology and service patterns, which would
strategy, and does not meet customer needs
present a challenge to the economical operation
of more reliability, faster journey times and
of Sydney’s railway.
increased frequency across the network.
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SYDNEY’S RAIL FUTURE
JUNE 2012
Transport
MASTER
PLAN
B) Rebuild Option
C) Independent Option
•• Conversion of existing Harbour Bridge rail
•• Delivery of a dedicated metro system,
services to single deck, rapid transit trains that
independent from the existing Sydney rail
would use the existing CBD alignment with
network, including a new Harbour Crossing and
upgraded stations.
CBD line.
•• The Rebuild Option would provide additional
Sydney’s
RAIL
FUTURE
benefits of rapid transit services to customers
than the longer term.
only on new lines. It does not deliver significant
•• Under the Rebuild Option significant upgrading
of the existing CBD infrastructure and stations
benefits to the wider rail network.
•• In the Sydney context an independent metro
would be required while rail commuters attempt
system would deliver few benefits in terms of
to make over 600,000 journeys to and from the
service enhancement, capacity improvements
CBD every weekday. This would create major
or better operating efficiency on the existing rail
disruption and inconvenience to customer
network. A dedicated metro-style system would
services and introduce high delivery risk and
not maximise the use of the existing rail assets.
cost to this strategy.
It would create a separate system that would
•• Under the Rebuild Option, the requirement
to rebuild parts of the network including at
Central and over the Harbour at the same time
as maintaining services would bring significant
delivery risks. Customers would have to accept
years of inconvenience and service disruption.
•• The Rebuild Option offers the lowest cross
Harbour capacity of any of the evaluated
options. This may be sufficient for the
immediate future, but would only exacerbate
the problems the network will face as Sydney’s
population continues to grow and demand for
rail services increase.
•• There is a high risk in terms of reliability and
network resilience in trying to bring more trains
through the CBD, given the congested nature of
the Town Hall and Wynyard stations.
24
•• The Independent Option would deliver the
cross Harbour capacity for the medium rather
divert funding away from service improvements
on the existing rail network and only provide
benefits to customers who use the new lines.
SYDNEY’S RAIL FUTURE
JUNE 2012
Comparison of suburban and differentiated service models
A very large number of train operating plans are conceivable under the different options introduced in
Figure 8. Various scenarios have been analysed and evaluated for each of the main options.
Transport
MASTER
PLAN
The main difference between the options considered was the delivery of suburban and differentiated
service approaches. A suburban service involves the continuation of entirely double deck services,
whereas the differentiated service involves the introduction of single deck services as a new customer
benefit and frees up the system to provide benefits right across the network.
The suburban service model
•• Service differentiation can only be achieved
via a variation in stopping patterns. Services
that include express trains, all-stop trains and a
mixed service of all-stop trains in central areas
and express services in outer-suburban areas
can be provided but adds complexity to the
network.
The differentiated service model
•• Delivery of tailored services based on customer
needs:
–– Frequent, ‘turn up and go’ services with an
emphasis on reduced overall journey time and
delivery of high capacity and high reliability
on high-demand sections of the network
–– Conventional suburban double deck trains
with seating and mixed service patterns
on lines with a high percentage of longer
suburban trips
–– Express double deck services from outer
Sydney’s
RAIL
FUTURE
•• Introduction of single deck rolling stock:
–– Shorter dwell times at congested platforms
through more doors and improved passenger
movement on trains and trains well-suited to
travel through a new CBD line.
•• Implementation of modern train control
technology:
–– More trains per hour running on each line
–– Highest possible service reliability
–– A flexible operational response to future
demand increases and the conversion of
existing double deck lines to higher capacity,
higher frequency single deck services.
The differentiated model improves service reliability
and increases capacity across the Harbour. These
approaches rely on applying modern single deck
rolling stock and train control technologies for new
infrastructure and upgraded alignments, which is
the sensible approach to introducing advanced
train technology.
suburban areas including Newcastle,
Wollongong, Central Coast, South Coast and
Blue Mountains, with emphasis on comfort,
reliable journey times and on-board customer
amenities.
25
SYDNEY’S RAIL FUTURE
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Alternative rail futures for Sydney
Transport
MASTER
PLAN
Figure 9 summarises the outcomes of the assessment of the four key options (including the preferred
option for Sydney’s Rail Future) against the five assessment criteria.
Figure 9: Comparative performance of alternative rail futures against key criteria
Sydney’s
Key criteria
RAIL
FUTURE
Suburban services
Differentiated services
New CBD rail
capacity and
Harbour Crossing
Existing network
New CBD rail
capacity and
convert existing
Harbour Crossing
New network
New CBD rail
capacity and
Harbour Crossing
Existing network
New CBD rail
capacity and
Harbour Crossing
Suburban Option
Rebuild Option
Independent Transit
System Option
Preferred Option
Customer focus
Network capacity
Network resilience
Delivery risk
Cost effectiveness
Key:
No support
for objective
Strong support
for objective
Summary
The planning process has determined that Sydney’s Rail Future is the right option because it:
•• Offers tailored services, which better meet the expectations of the majority of customers
•• Provides the required capacity and flexibility to respond to Sydney’s growing demand for rail
transport
•• Creates a more modern, resilient and faster service
•• Delivers a seamless and less disruptive way of modernising Sydney’s rail
•• Is more cost effective for the results it will deliver.
26
SYDNEY’S RAIL FUTURE
JUNE 2012
Transport
MASTER
PLAN
Sydney’s
RAIL
FUTURE
27
For more information visit:
• NSW Long Term Transport Master Plan website:
www.transportmasterplan.nsw.gov.au
Your comments on Sydney’s Rail Future can be submitted
by:
• Email to: masterplan@transport.nsw.gov.au
• Or Writing to:
NSW Long Term Transport Master Plan Team
Transport for NSW
GPO Box K659
Haymarket NSW 1240
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